Railway vehicle positioner



Feb. 16, 1965 w, SAXQNMEYER 13,169,490

RAILWAY VEHICLE POSIT IONER 4 Sheets-Sheet 1 Filed Oct. 29, 1962 INVENTOR. WALLACE J. SAXONMEYER BY awww/d&, f/ieio2fil/d/tdw1/ Feb. 16, 1965 Filed Oct. 29, 1962 W. J. SAXONMEYER RAILWAY VEHICLE POSITIONER 4 Sheets-Sheet 2 WALLACE J. SAXONMEYER E ah 4 Sheets-Sheet 3 W. J. SAXONMEYER RAILWAY VEHICLE POSITIONER Feb. 16, 1965 Filed Oct. 29, 1962 INVENTOR. WALLACE J. SAXONMEYER BY v 0mmo-elfiwh27tflmdmp me s.

Feb. 16, 1965 w. J. SAXONMEYER 3,169,490

7 RAILWAY VEHICLE POSITI ONER Filed Oct. 29, 1962 4 Sheets-Sheet 4 INVENTOR. WALLACE J. SAXONMEYER 70 dill (32 76.

United States Patent 3,169,490 RAILWAY VEHICLE POSITIONER Wallace J. Saxonmeyer, Park Forest, Ill., assignor to Whiting Corporation, a corporation of Illinois Filed Oct. 29, 1962, Ser. No. 233,818 16 Claims. (Cl. 104--176) This invention relates to equipment for handling railway vehicles, and more particularly to a positioner adapted to be movably mounted alongside a length of railway track for. pulling or pushing a railway vehicle thereon.

The moving or positioning of railway cars, and in particular freight cars, in shops and in yards is often accomplished by the use of specially constructed hand bars by means of which workmen may inch railway cars along the tracks. Obviously, this is a slow and inefficient way of handling railway cars which is quite unaccept-' able for modern day requirements. Fixed winches have been provided for moving freight cars along a length of track. This means of handling railway vehicles is not inexpensive, and it is somewhat limited in that a single winch is adapted to provide movement to a railway car in only a single direction, i.e., only a pulling force may be applied.

Accordingly, it is a principal object of this invention to provide a novel railway vehicle positioner adapted to be movably mounted alongside a length of track, which positioner is adapted to impart pulling as well as pushing movement to a railway vehicle.

Another principal object of the invention is to provide a positioner of the type described in combination with a railway vehicle transfer table, which positioner is movably mounted on the transfer table along one side thereof and adapted to impart pulling as well as pushing movement to a railway vehicle on the transfer table.

It is another object of this invention to provide a railway vehicle positioner having a swingably mounted boom with means on the free end thereof for engagement with a railway vehicle coupler head, which boom is swingably mounted from a first generally vertical position to a second generally horizontal position over a length of railway track.

It is an even further object of the invention to provide a railway vehicle positioner having adjacently mounted hook means and bumper means on the boom thereof adapted for alternating engagement, respectively, with the inside of the jaw of a railway coupler head when the boom is in its generally horizontal position and with the outside of the jaw when the boom is in an intermediate position.

It is a still further object of the invention to provide a railway vehicle positioner having means allowing the same to be remotely operated.

These and other objects and advantages of the invention will become apparent from the following specification wherein like numerals refer to similar parts throughout.

FIG. 1 is a top plan view of a transfer table showing the railway vehicle positioner of this invention movably mounted along one side thereof;

FIG. 2 is a side elevational view of the transfer table and positioner of FIG. 1;

FIG. 3 is an enlarged view taken along the line 3-3 of FIG. 1;

FIG. 4 is an enlarged top plan view of the positioner of this invention rotated 180 from its position as shown in FIG. 1;

FIG. 5 is a view taken along the line 5-5 of FIG. 4;

FIG. 6 is a view taken along the line 66 of FIG. 4;

FIG. 7 is a schematic drawing showing the operation 3,169,490 Patented Feb. 16, 1965 "ice of a transfer table having the positioner of this invention mounted thereon; and

FIG. 8 is a schematic drawing of the wiring diagram for the transfer table and positioner.

A transfer table, which of itself forms no part of the present invention but on which the positioner of this invention is mounted, is best seen in FIGS. 1, 2 and 3. As it is well known to those skilled in the art, a transfer table is a horizontally movable platform having a length of track thereon adapted to receive and support a railway vehicle, which platform is adapted to be moved in opposite directions at right angles to the direction of the track on the transfer table. A transfer table, generally designated 10, includes a generally rectangular shaped welded frame member including a drive girder 11, an idler girder 12 and a plurality of structural members 13 welded therebetween. Provided at each corner of the transfer table and at the mid-point of each side thereof is a rail wheel 14 enclosed by a housing 15. The transfer table wheels adapt the table to roll on rails 16 in a direction transverse to a longitudinal axis of the transfer table. Preferably, movement of the transfer table is provided by a reversible electric motor 18 operatively connected to a reduction gear case 19, which gear case rotates an axle 20 connected to the rail wheels 14 along the drive girder side of the transfer table. A magnetic brake (not shown) is provided to arrest movement of the transfer table. A pair of cable reels 21 and 22 are provided on the drive girder 11 for receiving power and control cables, respectively, which extend from a control cabinet (not shown) located in the vicinity of the transfer table for remote .operation of the same as well as the positioner of this invention mounted thereon which will be referred to in greater detail hereinafter. A pair of rails 23 extend along the entire length of the transfer table each being secured to one of the longitudinally extending frame members 13 of the same. The rails 23 are spaced apart a distance which is the same as the standard distance between rails of railway track, thereby allowing the transfer table rails to be aligned with the rails of track in a shop or yard where the transfer table may be located.

The railway vehicle positioner of this invention will now be described. Briefly, and by way of introduction, the positioner includes a carriage movably mounted alongside a length of track, such as a section of track on the transfer table described above, and adapted to travel in either direction in a rectilinear path parallel to the track. A boom is pivotally mounted on the carriage and adapted to swing from a first generally vertical position where it will not interfere with the passage of a railway vehicle on the track to a second generally horizontal position over the track. The boom includes means on the free end thereof for mating engagement with the coupler head of a railway vehicle when the boom is in its horizontal position, thereby allowing the positioner to pull the railway vehicle along the length of track. The boom includes adjacently mounted additional means on the free end thereof for bumping engagement with the outside of a railway vehicle coupler head when the boom is in an intermediate position, thereby allowing the positioner to push the railway vehicle along the length of track.

As best seen in FIG. 3, the positioner of this invention, generally designated 25, is adapted to be movably mounted on the idler girder 12 of the transfer table for movement in either direction in a rectilinear path along the entire length of the transfer table. The positioner includes a carriage 26 having a plurality of rollers 27 mounted thereon, which rollers are adapted to engage a pair of bars 28 welded at each edge of the top flange of the girder 12 and extending along the entire length of the same. The rollers 27 engage the outer edge of each of the bars 28 as well as the upper and lower surfaces thereof for securely but movably mounting the positioner 25 on the idler girder 12 of the transfer table. Extending upwardly from the carriage 26 is a post 29 having a pulley 30 supported at the upper end thereof. A boom 31 adapted to swing in a vertical plane perpendicular to the rectilinear path of movement of the positioner 25 is pivotally mounted to the carriage 26 by a pin 32 attached to the inner end of the boom, which pin is received in co-axial apertures formed in a pair of upstanding ear plates 33 welded to the carriage. A brace 35 is provided on each side of the boom 31, which brace has its inner end pivotally mounted to the carriage 26 by a pin 36 co-axial with the pin 32 and supported in apertures in upstanding ear plates 37 welded to the upper surface of the carriage. It will be apparent that by this arrangement the boom 31 is adapted to sw ng in a vertical plane from a first generally vertical position near the post 29 (shown in phantom lines in FIG. 3) to a second generally horizontal position over the track on the transfer table (shown in solid lines in FIG. 3), and the boom is braced to prevent its movement out of this lane.

p The boom 31 is preferably formed from a length of pipe, and it has a plate 38 closing the outer end thereof. As seen in FIGS. 4 and 6, a second plate 39 is welded at a right angle to the plate 38, which plate 39 will be adapted to lie in a horizontal plane when the boom 31 is in its horizontal position. A small car plate 40 is welded to the plate 38 parallel to and spaced apart from the plate 39. The plate 40 contains an aperature co-axial with a similar aperture in the plate 39, which apertures are adapted to receive a pin 41 for swingably mounting an arm 42 on the free end of the boom 31. It will be apparent that by this construction the arm 42 will be adapted to swing through approximately 180 in an are about the free end of the boom.

The free end of the arm 42 terminates in a hook 43, and adjacent the hook 43 is mounted a pad 44. The pad 44, which may be made of polyurethane or other suitable resilient material, is bolted to a plate 45 welded to the underside of the arm 42. The plate 45 is supported by a web plate 46 also welded to the under side of the arm.

FIGS. 4 and show a portion of a standard railway vehicle coupler head 47 having a jaw 48 pivotally attached thereto. It will be apparent that the adjacently mounted hook 43 and bumper 44 on the free end of the arm 42 are adapted for alternating engagement, respectively, with the inside of the jaw 48 when the boom 31 is in its horizontal position and with the outside of the jaw when the boom is in an intermediate position (shown in phantom lines in FIG. 3) slightly above the horizontal posit on thereof. By this arrangement, a railway vehicle having the coupler head 47 may be pulled along a length of track by movement of the carriage 26 in one direction, say to the left as viewed in FIG. 4, when the boom is in its horizontal position with the hook 43 engaging the inside of the jaw 48. In like manner, the vehicle may be pushed along a length of track by movement of the carriage in the other direction, i.e., to the right as viewed in FIG. 4, when the boom is in a slightly raised intermediate position with the pad 44 engaging the outside of the jaw 48. However, it should be noted that a railway vehicle can be pushed by the hook 42 itself as well as by the pad 44. Under average load conditions the hook is strong enough to exert a sufficient pushing force against a railway coupler head.

The arm 42 contains an aperture along the length thereof, which aperture receives a pin 49 adapted to be received in one of a pair of diametrically oppositely disposed apertures in the plate 39 for locking of the arm 42 in one of the two oppositely disposed positions as seen in FIG. 4. It will be noted that the plate 39 is also provided with a pair of large openings 50; these openings are provided as a Weight saving measure. As best seen in FIG. 6, a second bumper pad 51 is mounted to the underside of the plate 39 at one side thereof. The face of this pad is adapted to lie in a vertical plane and engage the outside surface of the movable jaw on a standard railway coupler head when the boom is in its horizontal position for pushinga railway vehicle and when arm 42 is in the position illustrated in FIG. 4. This arrangement gives the positioner an added capability, i.e., when the arm is in the position shown in FIG. 4, the positioner 25 is adapted to push a railway vehicle in either direction upon movement of the carriage 26 without reversing the position of the arm 42 relative to the boom 31. It will be realized that the pad 51 may be provided at either side of the plate 39, or pads 51 may be mounted on both sides of the plate 39.

Vertical swinging movement is imparted to the boom 31 by a reversible electric motor 52 supported on the carriage 26 of the positioner 25. As best seen in FIG. 4, the motor 52 drives a wheel 53 upon which is wound a cable 54 trained over the pulley 30 and having the free end thereof attached to the free end of the boom 31 by any suitable means. It will be apparent that the motor 52 is adapted to swing the boom 31 in a vertical plane from its first generally vertical position to its second generally horizontal position over the rails on the transfer table. Appropriate power and control cables connected to the motor 52 are wound on a cable reel 55 provided near one end of the idler girder 12 as best seen in FIG. 1. The power and control cables for the motor 52 then extend from the cable reel 55 to the power and control reels 21 and 22 through a control panel 56.

Movement of the positioner 25 along the entire length of the transfer table 10 on the idler girder 12 is provided by an electric motor 57 supported at one end of the girder 12 as best seen in FIG. 3. The motor 57 drives a sprocket wheel 58 which in turn drives an endless chain 59 .trained over an idler sprocket 60 mounted near the other end of the girder 12. The chain 59 is attached to the carriage 26 by opening a link in the chain and fastening the ends of the same to a plate 61 secured to the carriage 26. The chain 59 is supported along the length thereof by an appropriate chain guard (not shown). It will be apparent that actuation of the electric motor 57, which is connected by appropriate power and control cables to the reels 21 and 22 through the control panel 56, will result in movement of the positioner 25 along the length of the transfer table on the idler girder 12.

It will be realized that the transfer table 10 and the positioner 25 movably mounted thereon adapted to be controlled from a single control cabinet remote from the transfer table but in electrical contact therewith by means of power and control cables running to the reels 21 and 22, respectively. Additional power and control cables extend from the reels 21 and 22 to the control panel 56 mounted on the girder 11 of the transfer table. FIGURE 8 is a schematic drawing showing a wiring diagram of the major electrical components for operating the transfer table 10, the carriage 26, and the boom 31 by means of i the motor 18, 57 and 52, respectively. As noted in FIG.

8, the transfer table motor 18 is of the reversible type including slow speed windings 62 and high speed windings 63. The motor 18 also includes a magnetic brake, represented at 64, for stopping the transfer table as desired. A separate reversible motor 65 is provided to drive the transfer table at a crawl speed, i.e., at a speed slower than that obtained by energizing the slow speed windings 62 of the motor 18. A DC. clutch 66 is provided, which clutch operatively connects the motor 65 to the transfer table gear box through the shaft of the motor 18. The boom motor 52, which is also of the reversible type, includes windings 67 having an electric brake 68 associated therewith. The motor 57 for moving the carriage is reversible, and it includes windings 69 with an electric brake 70 associated therewith.

All of the electric motors referred to above are provided with magnetically actuated switches allowing the motors to be energized remotely from a single control cabinet. Remote actuation of the switches indicated 71 will result in the energizing of the motor 65 for driving the transfer table at a crawl speed in one direction, say to the right as viewed in FIG. 3. Actuation of the switches indicated at 72 will result in crawl movement of the transfer table in the other direction. When the switches indicated 73 and 74 are actuated the transfer table will be moved by the motor 18 at a slow speed in one direction, say to the right as viewed in FIG. 3. Actuation of the switches indicated 74 and 75 will result in the slow speed operation of the motor 18 in the other direction thereby moving the transfer table to he left as viewed in FIG. 3. High speed operation of the transfer table to the right will be brought about by actuating the switches 73 and 76, while high speed operation of the transfer table to the left will be brought about by actuating the switches 75 and 76. Upward swinging movement of the boom 31 is accomplished by closing the switches 77 which operate the motor 52 in one direction, and downward movement of the boom 31 is accomplished by actuating the switches 78 thereby operating the motor 52 in its opposite direction. Movement of the carriage along the length of the transfer in one direction, say to the left as viewed in FIG. 1, is brought about by actuating the switches 79. Operation of the carriage in its other direction is accomplished by closing the switches 80. 7 It will be appreciated that appropriate limit switches, which are not shown in the schematic drawing, are provided to control the limits of movement of the boom 31 and the carriage as well as movement of the transfer table itself. Appropriate interlock switches are also provided to prevent movement of the transfer table when the positioner is located at one end of the table. This provision is designed to prevent damage to the positioner which might result if the arm 42 is extending outwardly of the end of the transfer table when the table is in movement. It will be apparent that the arrangement of the electric motors, limit switches and interlock switches permit the safe and efficient remote operation of the positioner and transfer table from a control cabinet located in the vicinity of the transfer table.

Referring to FIGS. 1, 2, 3 and particularly FIG. 7, the operation of the positioner of this invention in combination with a railway vehicle transfer table will now be described:

In FIG. 7 the transfer table 10 (rotated 180 from the view seen in FIGS. 1 and 2) is shown as adapted to travel in opposite directions which are at right angles to a plurality of railway tracks the ends of which are adapted to abut an end of the transfer table, as in a shop, yard, or other area where a transfer table might be used. An operator at a control cabinet remote from the transfer table manipulates appropriate switches for actuating the motor 18 to move the transfer table 10 in alignment with the desired track. Limit switches are provided allowing the transfer table to align itself automatically with a particular track upon actuation of a switch designated for such track. In FIG. 7a the transfer table 10 is shown in alignment with a track 80 with the positioner at one end of the transfer table 10 for engagement with a railway car 81. An appropriate switch at the control cabinet is actuated for energizing the boom motor 52 to move the boom to its generally horizontal position. When this occurs and when the arm 42 is locked to the boom 31 in the relationship shown in FIGS. '1 and 4, the hook 43 at the end of the arm will be adapted to engage the inside of the movable jaw on a coupler head attached to the car 81. The hook 43 may be engaged with the inside of the coupler jaw by aligning the hook over the open space between the inside of the jaw and the coupler head and by lowering of the hook by downward movement of the boom 31, or the boom may be lowered to its lowermost position allowing the hook to couple with the coupler head upon movement of the carriage as standard railway couplers are connected. Actuation of another switch at the control cabinet energizes the positioner motor 57 for imparting movement to the positioner along the girder 12 of the transfer table. When this occurs the car 81 will be pulled onto the transfer table 10 as indicated in FIG. 7b. The motor 18 is again energized moving the transfer table and railway car 81 supported thereon to another track upon which it is desired to locate the car 81. FIG. 70 shows the transfer table 10 in alignment with a track 82. After the table 10 is at rest in the position shown in FIG. 70, the boom motor 52 is energized to raise the boom 31 slightly to its intermediate position (shown in phantom lines in FIG. 3) thereby placing the bumper pad 44 on the end of the arm 42 in alignment with the outside surface of the movable jaw of the coupler head on the railway car 81. This slight upward movement of the boom 31 also moves the hook 43 out of engagement with the inside surface of the movable jaw on the railway vehicle coupler head. Now, motor 57 is energized for movement of the positioner to the right, as seen in FIG. 7c, thereby pushing the railway car 81 from the transfer table, as seen in FIG. 7d, by engagement of the pad 44 with the outside surface of the coupler head movable jaw.

If it is desired to move the railway car 81 from track to a track at the other end of the transfer table, as for example track 83 shown in FIG. 7e, the operation of the transfer table and the positioner is the same through the steps illustrated schematically in FIGS. 7a through 70. When the positioner 25 is at the left end of the transfer table 10 as viewed in FIG. 7c, the boom motor 52 is energized for swinging the boom 31 upwardly to its vertical position (shown in phantom lines in FIG. 3). With the boom in this vertical position the motor 57 is energized thereby moving the entire positioner to the right until it is at the other end of the transfer table. With the positioner in this location the motor 52 is again energized lowering the boom 31 to its horizontal position thereby aligning the bumper pad 51 at the end of the boom 31 with the outside surface of the movable jaw on the coupler head at the other end of the railway car 81 as viewed in FIG. 7e. Energizing the motor 57 will now cause the positioner 25 to push the railway car 81 from the transfer table 10 as seen in FIG. 7f. It will be noted that in accomplishing this movement of the car 81, it is not necessary to move the arm 42 relative to the boom 31 as the bumper pad 51 is in a position to apply a pushing force to the railway car. Of course, if it was desired the arm 42 could have been rotated through to its opposite position on the boom 31 and locked thereto, thereby allowing the pad 44 to push the car 81 from the transfer table with the boom in its intermediate position. Manifestly, when performing the operations shown in FIGS. 7e and 7 it is preferable to use the pad 51 at the end of the boom 31 thereby obviating the step of manually moving and locking the arm 42 relative to the boom 31.

It should be apparent that the positioner of this invention in combination with a transfer table allows the complete handling by remote control of a railway vehicle in a shop, yard, or the like. The positioner has the capability of pushing or pulling of a railway car on the transfer table. It is easy to operate with a minimum of personnel, and it is quite rugged and can be manufactured at a moderate cost.

It will be realized that the positioner of this invention will find uses other than its use in combination with a transfer table. For example, the positioner may be mounted alongside a section of stationary track in the vicinity of a hopper, or the like, where it might be desired to load or unload a freight car. The carriage of the positioner may be mounted on a girder, similar to the girder 11 on the transfer table, alongside the stationary track to allow movement of the carriage in opposite directions in a rectilinear path parallel to the track. By this arrangement, the positioner can be used to pull a railway car over or under a hopper, as the case may be, and by use of its bumper pads, push the railway car in either direction away from the hopper after the loading or unloading operation has been completed. Also, because the arm having the hook thereon is pivotally mounted at the end of the boom on the positioner, the railway vehicle may be pulled from the hopper area at the completion of the loading and unloading operation.

While the invention has been shown in but one form it will be obvious to those skilled in the art that it is not to be so limited, but rather that it is suceptible of various changes and modifications without departing from the spirit and scope of the appended claims.

I claim:

1. A positioner for moving a railway vehicle along a length of track, which vehicle is of the type having a pivotally mounted coupler head at each end thereof, each of which coupler heads includes a movable jaw thereon, said positioner comprising a carriage mounted at one side of said track and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, means to move said boom between said positions, and hook means swingably supported from free end of said boom for mating engagement with the inside of each of said jaws, whereby said vehicle may be pulled along said track in either direction by corresponding movement of said carriage.

2. A positioner for moving a railway vehicle along a length of track, which vehicle is of the type having a coupler head pivotally mounted thereto, and which coupler head includes a movable jaw thereon, said positioner comprising a carriage mounted at one side of said track and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, means to move said boom between said positions, and adjacent hook means and bumper means on the free end of said boom for alternating engagement, respectively, with the inside of said jaw when said boom is in said second position and with the outside of said jaw when said boom is in a third position intermediate said portions, said hook means and bumper means being vertically spaced from each other so that when the latter is in engagement with the outside of said jaw the former is clear of the inside of said jaw.

3. A positioner for moving a railway vehicle along a length of track, which vehicle is of the type having a coupler head pivotally mounted thereto, and which coupler head includes a movable jaw thereon, said positioner comprising a carriage mounted at one side of said track and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, an arm pivotally mounted on the free end of said boom and being adapted to be locked in a position generally parallel to said rectilinear path, said arm having adjacent hook means and bumper means on the free end thereof for alternating engagement, respectively, with the inside of said jaw when said boom is in said second position and with the outside of said jaw when said boom is in a third position intermediate said positions, said hook means and bumper means being vertically spaced from each other so that when the latter is in engagement with the outside of said jaw the former is clear of the inside of said jaw.

4. A positioner for moving a railway vehicle along a length of track, which vehicle is of the type having a pivotally mounted coupler head at each end thereof, each of which coupler heads includes a movable jaw thereon, said positioner comprising a carriage mounted at one side of said track and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, an arm pivotally mounted on the free end of said boom and being adapted to be locked in either of two opposite positions extending generally parallel to said rectilinear path, said arm having adjacent hook means and first bumper means on the free end thereof for alternating engagement, respectively, with the inside of either of said jaws when said boom is in said second position and with the outside of either of said jaws when said boom is in a third position intermediate said positions, second bumper means on the free end of said boom, and facing in a direction opposite the direction of said arm when the latter is locked in one of said positions, thereby to adapt the positioner to push the vehicle in either direction without moving said arm from said one position.

5. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, wherein the railway vehicle is of the type having a coupler head at each end thereof, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom mounted thereon, which boom is adapted to extend either generally vertically or over said track in a plane perpendicular to said rectilinear path, and coupler head engaging means supported from the free end of said boom, said coupler head engaging means being adapted to engage said coupler head for transmitting a draft force and a pushing force to the latter.

6. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, wherein the railway vehicle is of the type having a coupler head at each end thereof, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, means to move said boom between said positions, and coupler head engaging means supported from the free end of said boom, said coupler head engaging means being adapted to engage said coupler head for transmitting a draft force and a pushing force to the latter.

7. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, which vehicle is of the type having a coupler head pivotally mounted thereto, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said traclg said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, means to move said boom between said positions, and means on the free end of said boom for mating engagement with said coupler head.

8. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, which vehicle is of the type having a coupler head pivotally mounted thereto, and which coupler head includes a movable jaw thereon, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, means to move said boom between said positions, and hook means supported from the free end of said boom for engagement with the inside of said jaw, whereby said vehicle may be pulled along said table by movement of said carriage therealong.

9. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, which vehicle is of the type having a coupler head pivotally mounted thereto, and which coupler head includes a movable jaw thereon, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, means to move said boom between said positions, and adjacent hook means and bumper means supported from the free end of said boom for alternating engagement, respectively, with the inside of said jaw when said boom is in said second postion and with the outside of said jaw when said boom is in an intermediate position.

10. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, which vehicle is of the type having a coupler head pivotally mounted thereto, and which coupler head includes a movable jaw thereon, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, an arm pivotally mounted on the free end of said boom and being adapted to be locked in a position generally parallel to said rectilinear path, said arm having hook means on the free end thereof for mating engagement with said coupler.

11. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, which vehicle is of the type having a coupler head pivotally mounted thereto, and which coupler head includes a movable jaw thereon, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, an arm pivotally mounted on the free end of said boom and being adapted to be locked in a position generally parallel to said rectilinear path, said arm having adjacent hook means and bumper means on the free end thereof for alternating engagement, respectively, with the inside of said jaw when said boom is in said second position and with the outside of said jaw when said boom is in an intermediate position.

12. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, which vehicle is of the type having a coupler head pivotally mounted thereto, and which coupler head includes a movable jaw thereon, said positioner comprising a carriage mount- 10 ed on said table at one side thereof and being adapted to'move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, an arm pivotally mounted on the free end of said boom and being adapted to swing in a plane containing said boom, which plane is perpendicular to said first mentioned plane, means to lock said arm in oppositely disposed positions parallel to said rectilinear path, said arm having adjacent hook means and bumper means on the free end thereof for alternating engagement, respectively, with the inside of said jaw when said boom is in said second position and with the outside of said jaw when said boom is in an intermediate position.

13. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, which vehicle is of the type having a pivotally mounted coupler head at each end thereof, each of which coupler heads in cludes a movable jaw thereon, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, an arm pivotally mounted on the free end of said boom and being adapted to be locked in either of two opposite positions extending generally parallel to said rectilinear path, said arm having adjacent hook means and first bumper means on the free end thereof for alternating engagement, respectively, with the inside of either of said jaws when said boom is in said second position and with the outside of either of said jaws when said boom is in a third position intermediate said positions, second bumper means on the free end of said boom, and facing in a direction opposite the direction of said arm when the latter is locked in one of said positions, thereby to adapt the positioner to push the vehicle in either direction without moving said arm from said one position.

14. The positioner according to claim 13 wherein each of said bumper means comprises at least one polyurethane pad.

15. In combination with a railway vehicle transfer table, a positioner for moving a railway vehicle along a length of track on said transfer table, which vehicle is of the type having a pivotally mounted coupler head at each end thereof, each of which coupler heads includes a movable jaw thereon, said positioner comprising a carriage mounted on said table at one side thereof and being adapted to move in either direction in a rectilinear path parallel to said track, means on said transfer table for moving said carriage relative thereto, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, means to move said boom between said positions, an arm pivotally mounted on the free end of said boom and being adapted to swing in a plane containing said boom, which plane is perpendicular to said first mentioned plane, means to lock said arm in oppositely disposed positions parallel to said rectilinear path, said arm having adjacent hook means and first bumper means on the free end thereof for alternating engagement, respectively, with the inside of either of said jaws when said boom is in said second postion and with the outside of either of said jaws when said boom is in a third position intermediate said positions, second bumper means on the free end of said boom, and facing in a direction opposite the direction of said arm when the latter is locked in one of its positions, thereby to adapt the positioner to push the vehicle in either direction with out moving said arm from one of its positions.

16. A positioner for moving a railway vehicle along a length of track, which vehicle is of the type having a pivotally mounted coupler head at each of its ends, said positioner comprising a carriage mounted on one side of said track and being adapted to move in either direction in a rectilinear path parallel to said track, said carriage having a boom pivotally mounted thereto, which boom is adapted to swing in a plane perpendicular to said rectilinear path from a first generally vertical position to a second generally horizontal position over said track, means to move said boom between said positions, and coupler head engaging means supported from the free end of said boom by pivoting means for facing in either direction longitudinally of the direction of vehicle movement, said coupler head engaging means References Cited in the file of this patent UNITED STATES PATENTS 1,078,203 Krakau Nov. 11, 1913 1,162,760 Fickinger Dec. 7, 1915 2,199,470 Taylor May 7, 1940 2,321,253 Schellentrager June 8, 1943 2,428,856 Sinclair Oct. 14, 1947 2,554,984 Hegel May 29, 1951 2,718,195 Bock et a1 Sept. 20, 1955 3,006,285 Diehl Oct. 31, 1961 FOREIGN PATENTS 481,226 Great Britain Mar. 8, 1938 

1. A POSITIONER FOR MOVING A RAILWAY VEHICLE ALONG A LENGTH OF TRACK, WHICH VEHICLE IS OF THE TYPE HAVING A PIVOTALLY MOUNTED COUPLER HEAD AT EACH END THEREOF, EACH OF WHICH COUPLER HEADS INCLUDES A MOVABLE JAW THEREON, SAID POSITIONER COMPRISING A CARRIAGE MOUNTED AT ONE SIDE OF SAID TRACK AND BEING ADAPTED TO MOVE IN EITHER DIRECTION IN A RECTILINEAR PATH PARALLEL TO SAID TRACK, SAID CARRIAGE HAVING A BOOM PIVOTALLY MOUNTED THERETO, WHICH BOOM IS ADAPTED TO SWING IN A PLANE PERPENDICULAR TO SAID RECTILINEAR PATH FROM A FIRST GENERALLY VERTICAL POSITION TO A SECOND GENERALLY HORIZONTAL POSITION OVER SAID TRACK, MEANS TO MOVE SAID BOOM BETWEEN SAID POSITIONS, AND HOOK MEANS SWINGABLY SUPPORTED FROM FREE END OF SAID BOOM FOR MATING ENGAGEMENT WITH THE INSIDE OF EACH OF SAID JAWS, WHEREBY SAID VEHICLE MAY BE PULLED ALONG SAID TRACK IN EITHER DIRECTION BY CORRESPONDING MOVEMENT OF SAID CARRIAGE. 